Kalimantan Balikpapan

Indonesia Merak-Bakauheni Ferry Terminal Extension Project (2) External Evaluator: Takuya Okada Field Survey: October 2004 1. Project Profile and Japan s ODA Loan Medan Sumatra Kalimantan Balikpapan Indonesia Sulawesi Palembang Project site Jakarta Makassar Surubaya Java Project site location map No. 3 berth at Merak Port 1.1 Background The ferry service (approx. 28km 1 ) that links Merak on the western tip of Java and Bakauheni on the southern tip of Sumatra is an essential intra-island route connecting Java, home to the capital Jakarta and the center of national economic activity, and Sumatra with its abundant natural resources, and plays a key role in the movement of passengers and freight between the two islands (at the time, of the 39 shipping routes in Indonesia, the Merak-Bakauheni line carried the second highest number of passengers and the highest volume of freight). At the appraisal, further growth in inter-island trade was expected, and the government, seeking to stay abreast of the construction of the Jakarta-Merak highway and the development of the road network in southern Sumatra, had made expanding transport capacity on the Merak-Bakauheni route a priority issue. 1.2 Objectives This project s objective was to increase passenger and freight traffic through the construction of third berths at the ferry terminals 2 in Merak and Bakauheni, thereby 1 This equates to approximately one quarter of the distance traveled by the Aomori-Hakodate ferry (113km) in Japan. 2 The construction of both ferry terminals was funded by a 1976 ODA loan project entitled The Lampung - Merak Road and Ferry Terminal Project (ferry terminal component) (2,300 million yen, completed 1981), which resulted in single berths being put into operation at the two ports; second berths were completed via a subsequent Japanese ODA loan funded project: Bakauheni-Merak Ferry Terminal Extension Project (2,200 million yen, completed 1988) (the construction of wharf for the second berth at the Merak terminal was funded by the government of Indonesia). This project involved the construction of third terminals at the two ports with a view to making further capacity extensions. There are now fourth terminals at both terminals that are owned and operated by a private-sector company (PT. Infiniti Indosakti). 1

contributing to regional economic growth. 1.3 Borrower/Executing Agency Government of the Republic of Indonesia/Directorate General of Land Communications under the Ministry of Communications (Departemen Perhubungan) 1.4 Outline of Loan Agreement Loan Amount/Disbursed Amount 5,898 million yen/3,234 million yen Exchange of Notes/Loan Agreement October 1993/November 1993 Terms and Conditions Interest Rate 2.6% Repayment Date (Grace Period) 30 years (10 years) Procurement General untied Final Disbursement Date December 2002 Main Contractors Kajima Corporation, PT. Dharma Subur Satya (Indonesian company), etc. Contracted consultants Pacific Consultants International Feasibility Studies (F/S), etc. 1970: F/S, Government of Indonesia 1974: L/A signed for Phase 1 project (Engineering Services: E/S) 1976: L/A signed for Phase 1 project 1977: L/A signed for ferry port construction (OECF) 1981: Phase 1 project completed 1985: L/A signed for extension project 1986: Master Plan (M/P), Government of Indonesia (Phase 2: current project) 1988: Extension project completed 2. Results and Evaluation 2.1 Relevance 2.1.1 Relevance of project plans at appraisal For the domestic shipping industry, Indonesia s fifth five-year development plan (REPELITA V: 1989-1993) put a focus on the necessity of efforts towards improving intra-island transportation services. Specifically, the transport link between Sumatra and West Java represents an essential supply route for traffic in raw materials bound for Jakarta and traffic in a variety of manufactured goods bound for Sumatra, and plays a key role in economic development in the two regions. Accordingly, this project was a high priority undertaking involving the construction of third berths capable of accommodating the large ferries (5,000 GRT class 3 ) that can transport passengers, vehicles and freight in bulk 4. 3 GRT: Gross Register Tonnage, is the unit most frequently used to express vehicle size (capacity) and refers to the total internal capacity of a vessel. A 5,000 GRT vessel has a total tonnage of 5,000 tons. GRT is generally used as the benchmark for calculating port duties, pilotage dues, and the charges for tug boat use, and is also the unit most frequently employed in compiling statistical data. 4 The second berths completed in 1988 ahead of this project were originally designed to accommodate 2,000 GRT vessels, but the plans were revised in order to build berths capable of accommodating the 5,000 GRT 2

2.1.2 Relevance of project plans at evaluation The expansion of transportation services is the stated goal of the transport facilities and infrastructure development program that has been incorporated into PROPENAS (2000-2004), Indonesia s current development plan. As at appraisal, the Sumatra-West Java transport route continues to constitute an essential inter-island link and to play a critical role in economic development in the two regions. The significance of this project, which involved the completion of third berths capable of accommodating large ferries (5,000 GRT class) with bulk transportation capacity, remains high. 2.2 Efficiency 2.2.1 Outputs A comparison of planned and actual project outputs is given in Table 1. The construction of new (third) berths at the two ports this project s primary objective was completed as planned, as was the construction of access roads, car parking facilities and bus terminals, which were incorporated into project plans in order to accommodate projected increases in vehicular and passenger traffic passing through the ports. Merak Port Bakauheni Port Table 1: Comparison of Planned and Actual Outputs Planned Actual [Original outputs] Construction of 3 rd berth (5,000 GRT class) As planned Construction of breakwater Cancelled Construction of new passenger terminal Changed to construction of waiting lounge facilities for the bus terminal Construction of waste oil disposal facilities Cancelled Development of access roads, parking areas and As planned a bus terminal [Additional outputs] [Original outputs] Construction of 3 rd berth (5,000 GRT class) Construction of new passenger terminal Development of access roads, parking areas, and a bus terminal Dredging of the (existing) No. 1 berth Additional paving of access roads As planned Changed to construction of waiting lounge facilities for the bus terminal As planned [Additional outputs] Rehabilitation of the floating pier for small high-speed vessels For the following reasons, outputs for the two ports were either cancelled or revised. vessels that were already starting to be run by some private-sector ferry operators. 3

Merak Port Bakauheni Port [Breakwater construction] The Master Plan drawn up in 1986 included plans for the construction of a breakwater to protect the No. 3 berth from ocean waves, but when the detailed design (D/D) for this project was being developed, findings from a more detailed wave analysis revealed that the waves hitting the berth were not sufficiently strong to necessitate a breakwater and the component was cancelled as a result. The cancellation of this component has not had any appreciable impact on project performance at the present time. [Construction of a new passenger terminal] At the D/D stage, the content of the Master Plan was reviewed and the feasibility of constructing this facility was investigated. Having looked at the balance between adjacent facilities and the proposed site for the terminal building, it was determined that it would prove difficult to secure the necessary land near the berth, and the construction of a waiting room near the bus terminal was put forward as an alternative. [Construction of waste oil disposal facilities] The component was cancelled because the government-run transport company responsible for operating and managing the ferry terminal decided that to outsource the replacement of engine oil in company ferries to Tanjung Priok docklands in Jakarta instead of performing the work in-house. [Dredging of the No. 1 berth: additional output] The dredging work was added to deal with sand deposits in the existing No. 1 berth (completed in 1988), and the access road paving work component was expanded its target. [Construction of a new passenger terminal] There were also plans to build a passenger terminal at Bakauheni Port, but this component was canceled for the same reason as given for Merak Port, and the plans changed to incorporate the construction of a waiting room adjacent to the bus terminal. [Rehabilitation of the floating pier for small, high-speed vessels: additional output] This pier that had deteriorated due to aging and its rehabilitation (replacement) was undertaken as an additional component. 2.2.2 Project Period The project was completed more than four years behind schedule due to delays (8 months) related to changes in the consultant selection procedure (from as-needed contracts to short-listing), holdups in procurement procedures due to the effects of the 4

currency crisis (12 months), and holdups in construction work (the removal of old rail facilities from the proposed site for berth #3 construction at Merak Port and difficulties 5 encountered with wharf work at the two ports) 6. Table 2: Comparison of Planned and Actual Implementation Schedules Planned Actual Loan agreement November 1993 As left Consultant selection Jul. 1993 Jun. 1994 Jun. 1994 Feb. 1995 Contractor selection Jan. 1995 Jun. 1996 Sept. 1995 Feb. 1998 (bidding, contracts) Construction work at Merak Port Jul. 1996 Jun. 1998 Mar. 1998 Jul. 2001 Construction work at Bakauheni Port Jul. 1996 Jun. 1998 Mar. 1998 Jul. 2001 Additional works --- Aug. 2001 Jul. 2002 Consulting services Jul. 1994 Jun. 1998 Mar. 1995 Jul. 2002 Project completion June 1998 July 2002 2.2.3 Project cost The total cost of the project was kept to within around 70% of the initially estimated budget predominantly because depreciation of the local currency (Rupiah) exceeded inflation and competition enabled equipment to be procured efficiently, which trimmed the overall construction costs 7. Table 3: Comparison of Planned and Actual Project Costs Planned Actual Total 6,939 million yen 4,579 million yen (ODA loan portion) (5,898 million yen) (3,234 million yen) Foreign currency 3,770 million yen 3,470 million yen Local currency 3,169 million yen (53,717 million Rupiah) 1,109 million yen (29,981 million Rupiah) Exchange rate Rp. 1 = 0.059 yen Rp. 1 = 0.037 yen* Note: Average for appraisal (1993 average) and completion (2002 average) 2.3 Effectiveness 2.3.1 Improving the bulk transportation system The construction of third berths at the two ferry terminals has made it possible for the two ports to operate services using large 5,000 GRT vessels and the gross number of crossings has also increased. Table 4 shows a comparison of the number of ferries crossing between Merak and Bakauheni at appraisal (1994) and after the completion of this project (2003) by GRT class. 5 The wharf work at the two ports took time especially for the basic work components. 6 Even omitting the additional components, the project was subject to an overrun of approximately three years (66%). 7 These cuts include approximately 10% from the cancellation of various output components. 5

Table 4: Number of Ferries by GRT Class GRT Class Appraisal (1993) Post-completion (2003) 3,000GRT or less 2 2 3,000GRT-5,000GRT 9 14 5,000GRT or more 0 10 (Note) Total 11 26 Source: PT.ASDP (public ferry terminal operator) Note: Includes one of the largest 12,500GRT class ferries. In 1993, the largest vessels running the Merak-Bakauheni route were 5,000 GRT craft (capable of carrying 720 passengers and 75 vehicles), but an increasing number of larger ferries have introduced by private-sector operators during the ensuing decade 8 and today 5,000 GRT and larger craft account for around 40% of the entire fleet. The new berths at both ports are capable of accommodating 5,000 GRT vessels, but some private-sector ferries exceed 10,000 GRT 9 and the project facilities cannot fully accommodate the berthing needs of these vessels. There have also been substantial increases in the average number of ferries traversing the route on a day-to-day basis: from 64/day in 1993, to 94/day in 2001 and 120/day in 2002. Fig. 1: A ferry docked at the No. 3 berth, Merak Port 2.3.2 Performance for passenger numbers, vehicle numbers and freight volumes Figure 5 compares the appraisal targets set for passenger numbers, vehicle numbers and freight volumes on the ferry route between Merak and Bakauheni with the results through 2003. The figures show that fiscal 2000 marked a turning point for trends in the use of this ferry service. Up to that point, cargo volumes were on a par with initial estimates, while passenger and vehicle numbers were increasing at faster rates. However, passenger numbers began declining in 2001, although vehicle numbers and freight volumes have stayed at 2000 levels. 8 The government-run ferry operator that operates and manages the terminals (PT. ASDP) owns three ferries that run between Merak and Bakauheni; all three are 3,000 GRT medium-sized craft. The private-sector operators, on the other hand, own larger ferries. 9 [Reference] The Yotei Maru, which traveled the former Aomori (Honshu) Hakodate (Hokkaido) ferry route and is now moored and on display at the Museum of Maritime Science in Tokyo, weighs 8,311 GRT (passenger capacity: 1,200; cargo vehicle capacity: 48). 6

Table 5: Prospects (appraisal) and Results for Passenger No., Vehicle No. and Freight Volumes Year Passengers ( 1,000) Vehicles ( 1,000) Freight ( 1,000 tons) Prospect Actual Prospect Actual Prospect Actual 1993 8,970 9,615 1,140 1,165 4,560 4,389 1994 N/A 11,171 N/A 1,423 N/A 5,046 1995 9,703 12,300 1,306 1,540 5,220 5,600 : : : : : : : 2000 11,248 14,013 1,667 2,630 7,492 6,672 2001 N/A 11,546 N/A 2,200 N/A 6,676 2002 N/A 9,453 N/A 2,215 N/A 7,239 2003 N/A 8,428 N/A 2,149 N/A 7,104 Sources: Prospects were taken from appraisal documents, results were obtained from the government-run ferry operator (PT.ASDP). The decline in passenger numbers is predominantly the result of the deregulation of the aviation industry, which led to fierce competition between new and established airlines and brought airfares crashing down 10. This is clearly evidenced by a comparison of the fares on two major air routes, for example: the Jakarta Palembang (the center of commerce in South Sumatra) route and the Jakarta Medan route (the regional hub of North Sumatra) route pre- and post-deregulation, with the fares for the long-distance bus route (via the Merak Bakauheni ferry crossing). Prior to deregulation the airfares on both routes were at least four times as expensive as the price of a bus ticket; they have now dropped to approximately 1.5 times the bus fare. Paying 1.5 times more for air travel allows for massive savings on time, which is sufficient incentive for both business travelers and members of the middle classes to use the airlines, and suggests that a considerable number of former ferry users have made the switch. Table 6: Comparison of fares between major cities on Java & Sumatra by transport mode (Unit: One-way economy class adult fare; Rp./person) Route Pre aviation sector deregulation (2000) Post aviation sector deregulation (2004) Air Long-distance bus Merak-Bakauheni route 150,000 Jakarta-Palembang 600,000 (1 hour flight) (12 hours) Jakarta-Medan 1,100,000 250,000 (2-hour flight) (48 hours) Source: Based on hearings conducted at a travel agency in Jakarta Air 169,000~240,000 (1-hour flight) 400,000 (2-hour flight) Long-distance bus Merak-Bakauheni route 175,000 (12 hours) 250,000 (48 hours) The Directorate General of Land Communications (DGLC), which controls domestic ferry services, in 2003 issued an announcement relating to the improvements that would need to be effected in order to maintain/recover passenger numbers. The notification included measures to shorten crossing times and operate additional high-speed vessels and called on the key industry proponents (public and private ferry operators) to bring about the necessary improvements. However, all signs point to the fact that the 10 The Survey on Long-term Strategies for Indonesia s Aviation Sector, which was devised by JICA (the Japan International Cooperation Agency) in July 2004, reports that the price of economy class flights on sixteen major domestic routes departing Jakarta dropped by an average 58% between 2000 and 2003 (minimum 33%; maximum 74%). 7

switchover of ferry users (general passengers) to air travel is no temporary phenomenon but a major environmental change, and the government will need to improve services and revise the fare system simultaneously, focusing on vehicle and freight traffic as well as passenger numbers 11. 2.3.3 Shorter waiting times for boarding This project was intended to raise the number of ferry crossings and to enable larger vessels to be put into service on the route; its completion was expected to shorten the time from entering the terminal to boarding for passengers and cargo traffic, in other words, waiting times. Although there are no data to enable a quantitative comparison of the waiting times before and after the completion of the third berths at Merak and Bakauheni, there is no evidence to suggest that the times have increased. However, as Table 5 has shown, in view of the fact that vehicle numbers are increasing above and beyond initial estimates, had the project not been implemented waiting times would have undoubtedly been longer. This suggests that the project has helped to curtail any further increases in the time to boarding. 2.3.4 Recalculation of the Financial Internal Rate of Return (FIRR) The financial internal rate of return (FIRR) of the project was recalculated using the same method as was employed at appraisal: i.e. using actual outlays (the overall costs for construction of No. 3 berths, access roads, parking facilities, etc., plus post-completion operation and maintenance costs) and revenues, to yield a figure of 7.2%, or lower than the original estimate of 12.8%. Although the initial investment was compressed to around 70% of the budgeted figure, the overall cost performance of the project was reduced by the fact that passenger numbers have hovered at around 60% of initial projections and that the ferries 12 that the public ferry operator was expected to introduce into service from the No. 3 berths are not generating any income. 2.4 Impact 2.4.1 Economic development of hinterlands via expanded distribution between Java and Sumatra The two regions that are linked by the Merak Bakauheni crossing are important hubs 11 [Reference] The system employed in Japan includes a detailed list of ferry terminal charges, which are determined on the basis of the type of cargo on board and length of boarding vehicles and allow operators to charge higher amounts 12 PT.ASDP owns and operates three mid-size ferries and it was understood that the company would add 5,000 GRT class craft to its fleet; however, it was prevented from doing so for financial reasons. In consequence, the charges for revenues from ferry operation that were envisaged at appraisal are not being generated, though the charge for terminal use are generated. 8

of economic activity within Indonesia, with Java (including Bali) accounting for approximately 60 percent of gross regional domestic product (GRDP), while Sumatra accounts for around 20 percent. As with other regions, both Java and Sumatra experienced negative GRDP growth following the currency crisis of 1997 until 1999, but have been posting positive figures since 2000 (see Figure 2). Further, the exceptionally close correlation between GRDP figures for the two regions between 1998 and 2002 and the number of cargo trucks using the Merak Bakauheni ferry link during the same period 13 provides incontrovertible evidence of the crucial role that cargo traffic on this shipping route is playing in supporting the economies of the two regions. 20.0 15.0 10.0 5.0 0.0-5.0-10.0-15.0-20.0 Figure 2: Growth in Gross Regional Domestic Product (GRDP) 1996 1997 1998 1999 2000 2001 2002 Source: Central Bureau of Statistics (BPS) Sumatra Java & Bali Kalimantan Sulawesi Other National Figure 3: Passenger vehicle and truck OD 14 Merak Bakauheni*Trucks mainly carry consumables, manufactured goods and construction materials Passengers 74% 6% 19% 1% Freight trucks 71% 23% 5% 1% Jakarta/West / Java Lampung/South / Sumatra Other regions in Java / Lampung/South Sumatra Jakarta/West / Java Other regions in Sumatra Other regions in Java Other regions in Sumatra Bakauheni Merak*Trucks mainly carry farm produce and primary processed goods 13 Between 1998-2002, there was a 0.92 coefficient for annual cargo truck numbers and Java s GRDP and a 0.90 coefficient for Sumatra, suggesting a strong correlation between the two parameters in both regions. 14 The abbreviation for Origin and Destination, which indicates the beginning and end points of journeys made by vehicles, passengers and freight. OD is estimated based on the Directorate General of Land Communications data 9

Passengers 72% 18% 8% 2% Freight trucks 78% 2% 20% 0% Lampung/South / Sumatra Jakarta/West / Java Other regions in Sumatra / Jakarta/West Java Lampung/South / Sumatra Other regions in Java Other regions in Sumatra Other regions in Java The origin and destination (OD) rates (see Figure 3) for general passengers and trucks traveling between the two regions show that the majority of passengers crossing from Merak (Java) to Bakauheni (Sumatra) are either bound for Lampung Province, which is located on the southern end of Sumatra, or for South Sumatra Province (more than 90%). Similarly, trucks, i.e. freight traffic (mainly consumables, manufactured goods and construction materials) are predominantly bound for destinations in the southern part of Sumatra (approximately 70%), although some are traveling to other destinations on the island (upwards of 20%). By contrast, 80% of passengers traveling from Bakauheni to Merak are bound for Jakarta and other destinations in the province of West Java, while trucks (mainly carrying farm produce and primary processed goods) depart from southern areas of Sumatra (80%) or other regions on the island (20%) to Jakarta and West Java. As this shows, consumables, manufactured goods and other processed products are flowing from Java to Sumatra, while farm produce flows in the opposite direction, suggesting that the Merak Bakauheni route is supporting inter-island trade that is based on the respective economic and industrial characteristics of the two regions. 2.5 Sustainability 2.5.1 Executing Agency 2.5.1.1 Technical Capability Both ferry terminals are operated and managed by the local branch offices (Merak and Bakauheni) of the government-run ferry operator (PT.ASDP), which is headquartered in Jakarta (see Fig. 4). 10

Figure 4: Organizational Chart of the Government-run Ferry Operator (PT.ASDP) President Internal Audit Board Safety/Quality Assurance Board Management Team Business Division Technology Division Finances/Accounting Division Personnel/General Affairs Division Ferry Operations Ferry Ports Business Development Ferry Operating Technologies Port Technologies Finances Accounting Personnel General Affairs Legal Affairs Branches Surabaya Kayagang Batam Merak Bajoe Banda Aceh Kupang Ruuk Batulicin Bakauheni Sape Padang Ketapang Palembang Merauke Lembar Baubau Jepara Ambon Sibolga Sorong Balikpapan Ternate Biak Pontianak Bengkulu Selaya Source: Compiled from materials supplied by PT.ASDP The Merak and Bakauheni branch offices are run by twenty administrative staff and approximately one hundred on-site workers each. Monthly routine maintenance checks are carried out for facilities and equipment located inside the terminal on the basis of an ISO-compatible maintenance manual that was formulated and approved by PT.ASDP in 2000 (ISO quality management system: ISO 9001). 2.5.1.2 Operation and Maintenance System PT.ASDP is supervised by the Directorate General of Land Communications (DGLC) and receives technical supervision and guidance on ferry services, including the operation and maintenance of terminal facilities. DGLC also authorizes the setting and revision of the charges for terminal use and is responsible for regulating/providing incentives for the provision of reasonably-priced, good quality services for facility users. 2.5.1.3 Financial Status All revenues received from passengers and vehicles entering the two terminals, and fees paid by private-sector ferry operators for berth use are initially processed by the financial affairs division at PT.ASDP headquarters before necessary funds are allocated to individual branch offices. For example, a comparison of budgeted and actual spending on routine maintenance work at Bakauheni Port during fiscal 2003 reveals that Rp. 1,329 million was spent (budget allocation) against an initial estimate (budget request) of Rp. 11

1,390 million, i.e. essentially the entire amount, which suggests that the company s finances are in favorable condition. 350,000 300,000 250,000 200,000 150,000 100,000 50,000 0-50,000 Revenue Gross margin Net profit 135,199 Figure 5: Profit & Loss Status of PT.ASDP (Unit: thousand Rp.) 151,865 178,887 226,335 45,113 43,002 39,393 42,184 291,098 96,925 11,198 1,409 18,832-9,992 1999 2000 2001 2002-28,102 2003-100,000 Source: Compiled from materials provided by PT.ASDP Figure 5 gives revenue, gross margin (gross operating income: GOI) and net profit (net operating income: NOI) figures for PT.ASDP for the five-year period spanning 1999-2003. The company s earnings are derived from two sources: the charges for terminal use and revenues from ferry operations, with the two fluctuating in a ratio of 1:2. While revenues are rising overall, GOI fell sharply in 2001 and 2002 (from around 30% to 20%), which put NOI into negative territory. This was because the Rupiah was devalued in both years (as the result of political and social instability caused by regime changes and the enactment of the decentralization policies during 1999 and 2000), which pushed the fuel prices necessary for ferry operation through the roof. The exchange rate returned to 2000 levels in 2003, and both GOI and NOI recovered as a result. Further, the company s capital adequacy ratio, which is said to indicate operational stability, was 40.6% in 2002 and 38.9% in 2003, and is being maintained at a high level of around 40%. 2.5.2 Operation and Maintenance Status The third berths and additional facilities access roads and so forth, that were constructed at Merak Port and Bakauheni Port continue to be operated and maintained in good working order. 12

3. Feedback 3.1 Lessons learned: Nothing specific 3.2 Recommendations: Nothing specific 13

Comparison of Original and Actual Scope Item Planned Actual (1) Outputs Merak Port [Original outputs] Construction of 3 rd berth (5,000 GRT class) As planned Construction of breakwater Cancelled Construction of new passenger terminal Changed to construction of waiting lounge facilities for the bus terminal Construction of waste oil disposal facilities Cancelled Development of access roads, parking areas As planned and a bus terminal [Additional outputs] Dredging of existing 1 st berth Additional paving of access roads Bakauheni Port [Original outputs] Construction of 3 rd berth (5,000 GRT class) As planned Construction of new passenger terminal Changed to construction of waiting lounge facilities for the bus terminal Development of access roads, parking areas As planned and a bus terminal [Additional outputs] Rehabilitation of the floating pier for small high-speed vessels (2) Project period -L/A signing November 1993 As left -Consultant selection Jul. 1993 Jun. 1994 Jun. 1994 Feb. 1995 -Contractor selection Jan. 1995 Jun. 1996 Sept. 1995 Feb. 1998 (bidding, contracts) -Construction work at Jul. 1996 Jun. 1998 Mar. 1998 Jul. 2001 Merak Port -Construction work at Jul. 1996 Jun. 1998 Mar. 1998 Jul. 2001 Bakauheni Port -Additional works --- Aug. 2001 Jul. 2002 -Consulting services Jul. 1994 Jun. 1998 Mar. 1995 Jul. 2002 -Project completion June 1998 July 2002 (3) Project cost Foreign currency Local currency Total ODA loan portion Exchange rate 3,770 million yen 3,169 million yen (53,717 million Rupiah) 6,939 million yen 5,898 million yen Rp. 1 = 0.059 yen (April 1993) 3,470 million yen 1,109 million yen (29,981 million Rupiah) 4,579 million yen 3,234 million yen Rp. 1 = 0.037 yen (Average for 1993-2002) 14